Driveline lash control method during driver tip-in/out

ABSTRACT

A hybrid electric vehicle has a traction motor, a driveline connected to a vehicle wheel, and a controller. The controller is configured to control motor torque through a region surrounding vehicle wheel torque reversal, control driveline input torque during torque reversal of driveline output torque to limit rate of change of driveline output torque, and control motor torque during a torque reversal of at least one driveline component to limit rate of change of the torque applied to the driveline component. A method for controlling a vehicle having a traction motor includes controlling the traction motor torque through a region surrounding a vehicle wheel torque reversal, controlling driveline input torque during torque reversal of driveline output torque to limit rate of change of output torque, and controlling traction motor torque during a torque reversal of a powertrain component to limit rate of change of the torque applied to the component.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. provisional Application No. 61/643,612 filed May 7, 2012, the disclosure of which is incorporated in its entirety by reference herein.

TECHNICAL FIELD

Various embodiments relate to a hybrid vehicle and a method of controlling driveline lash for the vehicle.

BACKGROUND

In a vehicle, backlash crossing may occur through the driveline when the wheel torque, or road load torque, and prime mover torque change direction from one another. The driveline may include the transmission gear system, driveline joints, and wheels. Lash, or backlash may occur for example due to lost motion caused by slack or clearance within various driveline components when torque changes direction, such as during a vehicle acceleration or deceleration event. Ignoring the effects of backlash crossing results in a disturbance for the driver.

In a conventional vehicle, a slow ramp on engine torque may be used when crossing the lash zone. Other methods to reduce lash may also be used including spark retard within the engine, which may lead to reduced fuel efficiency and increased torque loading or oscillations on the engine that contribute to noise, vibration, and harshness (NVH). In a hybrid vehicle, controlling crossing the lash zone in the driveline becomes more complex as there may be more than one prime mover providing torque to a single input shaft of the driveline. Controlling crossing the lash zone in a hybrid is also more complex as the driveline may be in a drive configuration to propel the vehicle or a driven configuration for charging the battery and/or braking. Detecting or predicting operating conditions or zones where driveline lash is likely to occur may be used to mitigate effects of crossing the lash zone.

SUMMARY

In an embodiment, a method for controlling a vehicle having a traction motor is provided. The traction motor torque is controlled through a region surrounding a vehicle wheel torque reversal. The driveline input torque is controlled during torque reversal of driveline output torque to limit rate of change of output torque. The traction motor torque is controlled during a torque reversal of at least one powertrain component to limit rate of change of the torque applied to the powertrain component.

In another embodiment, a hybrid electric vehicle is provided with a traction motor, a driveline connected to a vehicle wheel, and a controller. The controller is configured to control traction motor torque through a region surrounding vehicle wheel torque reversal, control driveline input torque during torque reversal of driveline output torque to limit rate of change of driveline output torque, and control traction motor torque during a torque reversal of at least one driveline component to limit rate of change of the torque applied to the driveline component.

In yet another embodiment, a control system for a hybrid vehicle is provided with a traction motor and a controller. The controller is configured to control traction motor torque through a region surrounding vehicle wheel torque reversal, and control traction motor torque during a torque reversal of at least one driveline component to limit rate of change of the torque applied to the driveline component.

As such, various embodiments according to the present disclosure provide for control of backlash in a driveline through the lash zone during a vehicle acceleration or deceleration event, such as for a tip in or tip out event. The engine and/or the electric machine are controlled depending on the operational mode of the vehicle, and whether the input torque to the transmission is positive or negative. For electric only operation of the vehicle, the torque output of the electric machine is controlled through the lash zone as a ramp or filter function. For hybrid operation of the vehicle, the torque output of the engine is held constant through the lash zone while the torque output of the electric machine is controlled using a ramp or filter function.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic of a hybrid vehicle capable of implementing an embodiment;

FIG. 2 is a graph illustrating an example of backlash occurring in a driveline;

FIG. 3 is a graph illustrating a model for detecting a lash zone for a vehicle;

FIG. 4 is a flow chart illustrating a process for determining a lash zone according to an embodiment;

FIGS. 5 a and 5 b are timing charts illustrating a tip in event and a tip out event for a vehicle with no backlash crossing control;

FIGS. 6 a and 6 b are timing charts illustrating a tip in event and a tip out event for a vehicle in electric only operation with backlash crossing control;

FIGS. 7 a and 7 b are timing charts illustrating a tip in event and a tip out event for a vehicle in hybrid operation with backlash crossing control; and

FIG. 8 is a flow chart illustrating a process for controlling the effect of backlash crossing in a vehicle.

DETAILED DESCRIPTION

As required, detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.

FIG. 1 illustrates a schematic diagram of a hybrid vehicle 10 according to an embodiment. The vehicle 10 includes an engine 12, and an electric machine, which, in the embodiment shown in FIG. 1, is a motor generator (M/G) 14, and alternatively may be a traction motor. The M/G 14 is configured to transfer torque to the engine 12 or to the vehicle wheels 16.

The M/G 14 is connected to the engine 12 using a first clutch 18, also known as a disconnect clutch or the upstream clutch. A second clutch 22, also known as a launch clutch or the downstream clutch, connects the M/G 14 to a transmission 24, and all of the input torque to the transmission 24 flows through the launch clutch 22. Although the clutches 18, 22 are described and illustrated as hydraulic clutches, other types of clutches, such as electromechanical clutches may also be used. Alternatively, the clutch 22 may be replaced with a torque converter having a bypass clutch, as described further below. In different embodiments, the downstream clutch 22 refers to various coupling devices for the vehicle 10 including a traditional clutch, and a torque converter having a bypass (lock-out) clutch. This configuration may use an otherwise conventional automatic step-ratio transmission with a torque converter and is sometimes referred to as a modular hybrid transmission configuration.

The engine 12 output shaft is connected to the disconnect clutch 18, which in turn is connected to the input shaft for the M/G 14. The M/G 14 output shaft is connected to the launch clutch 22, which in turn is connected to the transmission 24. The various components of the vehicle 10 are positioned sequentially in series with one another. The launch clutch 22 connects the vehicle prime movers to the driveline 26, which includes the transmission 24, differential 28, and vehicle wheels 16, and their interconnecting components. In other embodiments, the method described herein may be applied to hybrid vehicle having other system architectures.

In another embodiment of the vehicle 10, the downstream clutch 22 is a bypass clutch with a torque converter. The input from the M/G 14 is the impeller side of the torque converter, and the output from the torque converter to the transmission 24 is the turbine side. The torque converter 22 transfers torque using its fluid coupling, and torque multiplication may occur depending on the amount of slip between the impeller and turbine sides. The bypass or lock-up clutch for the torque converter may be selectively engaged to create a mechanical or frictional connection between the impeller side and the turbine side for direct torque transfer. The bypass clutch may be slipped and/or opened to control the amount of torque transferred through the torque converter. The torque converter may also include a mechanical lockup clutch.

In the vehicle 10, the launch clutch 22 or bypass clutch for the torque converter may be locked to increase fuel efficiency, and may be locked when crossing a lash zone during a tip in or tip out event. The driveability and control of the effect of lash crossing within the driveline depends on the control of the powertrain torque from the engine 12 and/or the electric machine 14. M/G 14 torque may be controlled to a greater accuracy and with a faster response time than engine 12 torque. During an electric-only mode of operation for the vehicle 10, the M/G 14 torque may be controlled when crossing a lash zone. During a hybrid mode of operation of the vehicle with both the engine 12 and M/G 14 operating, the M/G 14 torque and engine 12 torque may be controlled together in order to improve driveability of the vehicle 10 and reduce the effect of lash crossing in the driveline.

In the representative embodiment illustrated, the engine 12 is a direct injection engine. Alternatively, the engine 12 may be another type of engine or prime mover, such as a port injection engine or fuel cell, or use various fuel sources, such as diesel, biofuel, natural gas, hydrogen, or the like. In some embodiments, the vehicle 10 also includes a starter motor 30 operatively connected to the engine 12, for example, through a belt or gear drive. The starter motor 30 may be used to provide torque to start the engine 12 without the addition of torque from the M/G 14, such as for a cold start or some high speed starting events.

The M/G 14 is in communication with a battery 32. The battery 32 may be a high voltage battery. The M/G 14 may be configured to charge the battery 32 in a regeneration mode, for example when vehicle power output exceeds driver demand, through regenerative braking, or the like. The M/G 14 may also be placed in a generator configuration to moderate the amount of engine 12 torque provided to the driveline 26. In one example the battery 32 is configured to connect to an external electric grid, such as for a plug-in hybrid electric vehicle (PHEV) with the capability to recharge the battery from an electric power grid, which supplies energy to an electrical outlet at a charging station. A low voltage battery may also be present to provide power to the starter motor or other vehicle components, or low voltage power may be provided through a DC to DC converter connected to the battery 32.

In some embodiments, the transmission 24 is an automatic transmission and connected to the drive wheels 16 in a conventional manner, and may include a differential 28. The vehicle 10 is also provided with a pair of non-driven wheels, however, in alternative embodiments, a transfer case and a second differential can be utilized to positively drive all of the vehicle wheels.

The M/G 14 and the clutches 18, 22 may be located within a motor generator case 34, which may be incorporated into the transmission 24 case, or alternatively, is a separate case within the vehicle 10. The transmission 24 has a gear box to provide various gearing ratios for the vehicle 10. The transmission 24 gearbox may include clutches and planetary gearsets, or other arrangements of clutches and gear trains as are known in the art. In alternative embodiments, the transmission 24 is a continuously variable transmission or automated mechanical transmission. The transmission 24 may be an automatic six speed transmission, other speed automatic transmission, or other gearbox as is known in the art.

The transmission 24 is controlled using a transmission control unit (TCU) 36 or the like to operate on a shift schedule, such as a production shift schedule, that connects and disconnects elements within the gear box to control the gear ratio between the transmission output and transmission input. The gear ratio of the transmission 24 is the ideal torque ratio of the transmission 24. The TCU 36 also acts to control the M/G 14, the clutches 18, 22, and any other components within the motor generator case 34.

An engine control unit (ECU) 38 is configured to control the operation of the engine 12. A vehicle system controller (VSC) 40 transfers data between the TCU 36 and ECU 38 and is also in communication with various vehicle sensors. The control system 42 for the vehicle 10 may include any number of controllers, and may be integrated into a single controller, or have various modules. Some or all of the controllers may be connected by a controller area network (CAN) or other system. The control system 42 may be configured to control operation of the various components of the transmission 24, the motor generator assembly 34, the starter motor 30 and the engine 12 under any of a number of different conditions, including in a way that minimizes or reduces the effect of lash crossing in the driveline 26 and impact on the driver during tip in or tip out events.

Under normal powertrain conditions (no subsystems/components faulted), the VSC 40 interprets the driver's demands (e.g. PRND and acceleration or deceleration demand), and then determines the wheel torque command based on the driver demand and powertrain limits. In addition, the VSC 40 determines when and how much torque each power source needs to provide in order to meet the driver's torque demand and to achieve the operating points (torque and speed) of the engine 12 and M/G 14.

The vehicle 10 may have speed sensors 44 positioned at various locations of the powertrain and driveline 26. The speed sensors 44 provide information to the control system 42 regarding the rotational speed of a shaft in approximately real time, although there may be some lag due to response time, and signal and data processing. In the embodiment shown in FIG. 1, there is a speed sensor 44 that measures the speed of the engine 12 output shaft, the speed of the shaft connected to the M/G 14, the speed of the transmission 24 input shaft, the speed of the transmission 24 output shaft, and the speed of one or both of the axles connected to the wheels 16.

As a part of the control strategy or algorithm for operation of the vehicle 10, the control system 42 may make an engine 12 torque request (τ_(e)) and/or a M/G 14 torque request (τ_(m)), as shown in FIG. 1. The net transmission input torque (τ_(i)) is composed of the electric motor torque and engine torque (τ_(i)=τ_(m)+τ_(e)), assuming that the disconnect and launch clutches 18, 22 are locked.

In alternative embodiments, the clutch 22 may be replaced with a torque converter unit including a torque converter and a lockup clutch or bypass clutch. The torque converter has torque multiplication effects when certain rotational speed differentials exist across the torque converter. During torque multiplication, the output torque of the torque converter is larger than that of the input torque due to torque multiplication across the torque converter. Torque multiplication exists for example, when the vehicle 10 is started from rest and the input shaft to the torque converter begins to rotate, and the output shaft from the torque converter is still at rest or has just begun to rotate.

The lockup clutch or bypass clutch is used to lock out the torque converter such that the input and output torques for the downstream torque transfer device 22 are equal to one another, and the input and output rotational speeds for the device 22 are equal to one another. A locked clutch eliminates slipping and driveline inefficiency across the torque converter, for example, when the rotational speed ratio across the torque converter is greater than approximately 0.8, and may increase fuel efficiency for the vehicle 10.

Changing torque amounts and/or directions may cause disturbances or oscillation in driveline 26 associated with lash crossing. Backlash may occur in a vehicle driveline 26 whenever one of the wheel 16 torque and power plant 12, 14 torque change direction from the other. This change in torque direction may occur with the vehicle 10 operating with both the disconnect clutch 18 and the launch clutch 22, or lock out clutch for the torque converter, in a locked or engaged position. For example, when vehicle 10 is decelerating, the compression braking effect of the engine 12 provides negative torque to the transmission 24 which is then passed through the differential 28 and then to the wheels 16. At this point, the driveline 26 is wrapped in the negative direction. If the driver provides a power request, or tip in, using the accelerator pedal, the engine 12 torque switches from negative to positive as it begins to supply torque to propel the vehicle 10 forward. The driveline 26 unwraps, as each driveline component changes from transmitting negative torque to transmitting positive torque. At some point during this transition, the driveline 26 passes through a relaxed state with zero torque applied to the wheels 16.

During this zero torque region, gear teeth in the transmission 24 and/or differential 26 may not be tightly coupled with their mating gears and there may be some play in the driveline 26. Play across multiple sets of gears acts as cumulative. As the engine 12 continues to provide positive torque, the driveline 26 will wrap in the positive direction. The gears may be quickly coupled resulting in a clunk. Also, the axle connecting the differential 26 to a wheel 16 may twist slightly as a result of higher torque on the differential 26 side of the axle compared to the wheel 16 side. The axle may act as a torsional spring to store this energy. As the vehicle 10 begins to accelerate, the wheel 16 torque catches up to the torque at the differential 26, and any energy stored in the axle is released quickly causing an oscillation in the opposite direction, or backlash. The result of this backlash crossing is a clunk or noise when the gear teeth hit together, and a reduction in wheel torque when the axle energy is expended. The clunks and oscillations may be noticed by a driver depending upon their severity. For a driveline with multiple gear meshes arranged in series, each gear mesh may have a lash zone. The lash in the driveline cascades or progresses through the gear meshes. After a gear mesh is engaged, the subsequent gear mesh crosses through a lash zone as the torque reversal goes through. Backlash may include main gear lash as well as any subsequent gears.

The scenario described above can also happen in the opposite direction. In this case, the driver would be providing a power request, such as a tip in of the accelerator pedal for vehicle acceleration, and then suddenly removing the power request by releasing the accelerator pedal through a tip out. The driveshaft 26 goes from being wrapped in the positive direction to being wrapped in the negative direction, with a similar torque dip or hole and clunk during the transition. The effect of the backlash crossing due to sudden acceleration is typically more noticeable than sudden deceleration.

Two backlash conditions for the vehicle 10 are shown graphically in FIG. 2 as an example. The accelerator pedal 60, transmission output speed 62, wheel speed 64, and wheel torque 66 are shown during a sudden deceleration at 68 and acceleration at 70. After the deceleration request at 68, transmission output speed 62 decreases faster than the wheel speed 64. This leads to the region 72 labeled “zero wheel torque”, where the driveline 26 is in its relaxed state as wheel torque 66 makes a transition from positive to negative. Immediately following this transition, the wheel torque 66 decreases rapidly as the wheel speed 64 catches up to the transmission output speed 62, which leads into the region 74 labeled “torque dip”. This torque dip 74 is essentially the backlash, and is caused by the energy stored in the half shaft being released and the play in the transmission 24 and other driveline components, in addition to the negative torque supplied by the transmission output. The effect of the backlash crossing 74 causes a resultant oscillation in the wheel torque.

During acceleration after a tip in request at 70, a similar scenario occurs, only in reverse. The increase in transmission output speed 62 leads to the increase in wheel speed 64, which leads into the zero torque region 76 and then a rapid torque rise or “torque spike” at 78, causing a backlash crossing effect, or a noise and oscillation which may be felt by the driver.

The control system 42 is configured to detect, sense, and/or predict the lash region to reduce or mitigate the effect of the backlash crossing. The backlash in the vehicle 10 may be sensed by observing transmission input and output torque ratio, as described below. In other embodiments, backlash may also be sensed by using speed sensors, or other techniques as are known in the art.

FIG. 3 shows the ratio of input torque to output torque across the transmission 24. An ideal or perfect transmission 24 has a perfect torque ratio as shown by line 100 crossing through zero. However, there are proportional and non-proportional losses in a real transmission 2 that should be accounted for. The losses have the effect of transposing or modifying the ideal torque ratio to an actual ratio of output torque to input torque. The actual torque ratio is the ideal torque ratio with the addition of losses. When input and output torques are both negative (generating), the transmission losses act to assist the vehicle in slowing down. When input and output torque are positive (propulsion), the losses impede propulsion effort. Line 118 represents the actual ratio during propulsion, taking losses into account. Line 120 represents the actual ratio when generating, taking losses into account. Line 122 is the range of ratios where the transmission 24 is carrying near-zero torque, and the potential for the effect of the lash zone to occur is the highest, and line 122 represents the lash region.

Region 124 represents the entry region for the lash zone from the propulsion, or positive input torque side. Region 126 represents the entry where entry region for lash from the generating, or negative input torque side. Notice that the line 122 between regions 124 and 126 is bounded by an input torque of zero (at 126) to an input torque of a scalar quantity (at 124). In other embodiments, other boundaries may be set to define the lash zone. By controlling input torque when the vehicle 10 is operating on line 122 as the vehicle accelerates or decelerates along it, the effects of a lash crossing event may be reduced or mitigated. The line 122 may be linear or nonlinear. For example, line 122 may be a step function with multiple steps cause by lash in each gear mesh in the driveline.

The input to output torque model for a gear ratio as illustrated in FIG. 3 may be determined as described below. During acceleration events, the driveline is in a drive configuration, such that torque from the engine and/or the M/G 14 is transmitted to the wheels 16 through the transmission 24. During deceleration events, the driveline is in a driven configuration, such that torque from the wheels 16 is transmitted to the M/G 14 through the transmission 24. However, the amount of torque transmitted through the transmission 24 and driveline 26 is a function of the gear ratio and losses in the transmission 24 and driveline 26. FIG. 3 illustrates the torque, gear ratio and losses of the transmission 24 graphically. The gear ratio of the transmission 24 is equal to a ratio of the torque input (τ_(in)) and torque output (τ_(out)), where τ_(in) is the torque at the input shaft 46 to the transmission 24 and τ_(out) is the torque at the output shaft 48 of the transmission 24 and there are no losses in the system. The gear ratio may be based on a speed ratio, and be directly calculated directly from the numbers of teeth of the various gears that are engaged in the transmission 24. The gear ratio may also be considered an ideal torque ratio. For example, if the gear ratio is 4:1, for a +100 Nm (Newton-meter) input torque (τ_(in)), the output torque (τ_(out)) is 400 Nm. Therefore, the ideal torque ratio is represented by line 100 in FIG. 3 where the slope of the line is the ideal torque ratio, or the gear ratio.

A linear relationship may be used to relate torque input to torque output for a transmission, where the linear line can be described with the formula:

y=m*x+b

where y is the output torque (τ_(out)) and x is the input torque (τ_(in)). The slope, m, is the torque ratio output/input or the gear ratio, and b is the output torque when the input torque is zero.

Ideally, or in a transmission 24 without losses, the slope would be the ideal torque ratio and the offset is zero, as shown by line 100. The slope with no losses is the ideal torque ratio or gear ratio (TR_(ideal)). Therefore, the formula for the line 100 is:

τ_(out)=(τ_(in)*TR_(ideal))  Equation (1)

However, the transmission 24 is not perfectly efficient and has some losses. The losses in the transmission may be a function of friction, heat, spin losses or many other factors. The losses in the transmission may be characterized as ‘proportional losses’ and ‘non-proportional losses’. Proportional losses vary as a function of the current gear and speed, whereas non-proportional losses are independent of torque. The efficiency for a transmission 24 is usually measured across the transmission 24. The driveline 26 efficiency is typically measured with the launch clutch 22 locked or the bypass clutch for a torque converter locked, or may be modeled without a torque converter.

The intercept b is equal to the non-proportional loss, T_(s), illustrated at 112 in FIG. 2 for each gear for a step gear transmission. Line 114 illustrates the ideal torque ratio or gear ratio when accounting for non-proportional losses, T_(s), in the transmission 24. Non-proportional losses, Ts, may be in units of output torque. The non-proportional losses, or spin losses, in the driveline may be a function of driveline output speed, driveline oil temperature, and what gear the driveline is in. The driveline output speed may be a function of driveline input speed and agear ratio of the driveline. Therefore, the formula for line 114 is:

τ_(out)=(τ_(in)*TR_(ideal))−T _(s)  Equation (2)

Proportional transmission losses should also be accounted for in the model. The actual torque ratio of the transmission 24 of τ_(out) to τ_(in) can be measured empirically in different gears. The empirical modeling of the transmission 24, without the torque converter 22 (locked, or not included), allows for representation of the ‘proportional to torque’ losses separate from ‘non-proportional to torque’ losses, which may be represented by using a linear relationship between output torque and input torque. Proportional losses may be a function of the driveline oil temperature, what gear the driveline is in, and the input torque to the driveline. Proportional losses are represented by the slope of the output to input torque relationship for each gear. The slope including proportional losses is equal to the actual torque ratio across the transmission 24. By knowing the ideal torque ratio, or gear ratio, and torque input-output relationship and measuring only a few points of the actual torque ratio input-output relationships, the difference between the slopes of the ideal torque ratio (TR_(ideal)) and the actual torque ratio (TR_(actual)) can be determined. By subtracting off the portion of τ_(in) that comes from the difference in the slopes between the ideal torque ratio and the actual torque ratio, we can account for the proportional torque losses. Non-proportional losses are represented by T_(s). The linear formula for the transmission when accounting for proportional and non-proportional losses, shown as line 116 in FIG. 2, could be written as:

τ_(out)=(τ_(in)*TR_(ideal))−T _(s)−τ_(in)*(TR_(ideal)−TR_(actual))  Equation (3A)

Cancelling out the terms in the right hand side of the loss equation, the formula for line 116 in FIG. 3 may be simplified to:

τ_(out)=(τ_(in)*TR_(actual))−T _(s)  Equation (3B)

For example, with a +100 Nm input torque, actual torque ratio of 4.0, ideal torque ratio of 4.1, and non-proportional loss of 5, the τ_(out) may be determined as follows. Note that the numbers are truncated for simplicity in the example.

First, using Equation (3A), the output torque is calculated as:

τ_(out)=(100*4.1)−5−(100*(4.1−4.0))=395 Nm

Using Equation (3B), the output torque is calculated as:

τ_(out)=(100*4.0)−5=395 Nm

Power can be determined multiplying torque by the speed of the shafts 46, 48, illustrated by the equation:

P=τ*ω

Using an input speed of 400 rad/sec, we can determine the power calculations.

P _(in)=100*400=40,000 Watts

P _(out)=395*(400/4.1)=38,536 Watts

The difference between the power at the transmission input 46 and the transmission output 48 is the amount of power loss because of transmission inefficiencies.

P _(in) −P _(out)=1,464 Watts

The loss formulas in Equation (3) are generally accurate in describing the transmission including losses in a traditional powertrain. The loss formulas in Equation (3) can also accurately describe the transmission including losses in a HEV powertrain when the vehicle 10 is motoring. However, an issue arises when the vehicle 10 is putting power into the transmission output 62 and extracting it from the transmission input 60, such as during regenerative powertrain braking in a HEV. In this situation, the torque values through the driveline 26 are negative, the transmission is in a driven configuration, and the loss formulas in Equation (3) apply differently. The issue with the loss formulas in Equation (3) during regenerative powertrain braking is illustrated by another example as shown below. For example, for negative torques, where the input torque τ_(in) is −100 Nm input torque, the actual ratio is 4.0, the ideal ratio is 4.1, and non-proportional losses (T_(s)) is 5, τ_(out) is calculated as:

τ_(out)=(−100*4.1)−5−(100*(4.1−4.0))=−405 Nm,

using Equation (3A), or

τ_(out)=(−100*4.0)−5=−405 Nm,

using Equation (3B).

Using an input speed of 400 rad/sec, we can determine the power calculations as:

P _(in)=−100*400=−40,000 Watts

P _(out)=−405*(400/4.1)=−39,512 Watts

P _(in) −P _(out) =P _(loss)=−488 Watts

Using the standard formulas arrives at a negative loss calculation, which is not possible, as the power going into the output shaft 48 of the transmission 24 is smaller than the power coming out through the input shaft 46 of the transmission during. For this example, 40,000 Watts of regenerative energy are collected at the transmission input 46 when only 39,512 Watts of regenerative energy is going into the transmission output 48 from the wheels 16.

For modeling the torque relationship, two lines fit the data better than one line. The first line, illustrated as line 118 in FIG. 3, is for positive output torque τ_(out) and input torque τ_(in), such as when the vehicle 10 is motoring. The second line, illustrated as line 120 in FIG. 2, is for negative output torque and input torque, such as when the vehicle 10 is regenerative braking.

The non-proportional losses 112 are calculated the same during motoring and regeneration. Therefore, line 118 and line 120 both use the same offset term b for non-proportional torque loss T_(s). However, during regeneration, the proportional losses are not correctly accounted for using the standard motoring equations.

The correct τ_(in) for a given τ_(out) value is correctly computed when the proportional torque losses are summed in the correct direction. The proportional loss term in Equation (3A), that is τ_(in)*(TR_(ideal)−TR_(actual)), must be a positive value, regardless if the transmission is transmitting positive or negative torque. Because τ_(in) is negative during regeneration and the proportional loss expression in Equation (3A) must be positive, the ideal torque ratio needs to be less than actual torque ratio during regeneration in order to provide the correct calculation that more energy is going into the transmission output 48 than is received at the transmission input 46 during negative torque transfer.

For example, during a negative torque transmission, where the transmission input torque τ_(in) is −100 Nm, the actual torque ratio is 4.2, the ideal torque ratio, being less than the actual ratio, is 4.1, and non-proportional losses T_(s) is 5, τ_(out) can be determined as:

τ_(out)=(−100*4.1)−5−(−100*(4.1−4.2))=−425 Nm,

using Equation (3A), or

τ_(out)=(−100*4.2)−5=−425 Nm,

using Equation (3B).

Note that the previous loss of −405 is approximately five percent in error.

Using an input speed of 400 rad/sec, the power may be calculated:

P _(in)=−100*400=−40,000 Watts

P _(out)=−425*(400/4.1)=−41,463 Watts

P _(in) −P _(out) =P _(loss)=1463 Watts

When the output torque and input torque are both positive the actual measured slope is less than the ideal torque ratio, as seen by line 118 compared to line 114. However, when the output torque and input torque are both negative, the actual measured slope, or TR_(actual) is greater than the mechanical torque ratio, or TR_(idea), as seen by line 120 compared to line 114. The actual torque ratio for negative torque is measured to be 4.2. If the measured positive torque ratio of 4.0 is used for the negative torque situation, then Equation (3) will calculate that more energy is being collected at the transmission input 60 than is being input into the transmission output 62 during regeneration (as shown by line 116 compared to line 114).

To account for the difference between the actual torque ratio and the ideal torque ratio (or gear ratio), a proportional loss coefficient C1 is calculated for each gear using the following formula:

C1=τ_(in)*(TR_(ideal)−TR_(actual))  Equation (4)

During propulsion/motoring, or positive torque through the transmission 24, the proportional loss coefficient C1 is included in Equation (3B) to derive the loss equation as follows:

τ_(out)=(τ_(in)*(TR_(actual) −C1))−T _(s)  Equation (5)

Or alternatively, Equation (5) may be rearranged to determine a τ_(in) based on a desired torque output τ_(out) during motoring as:

τ_(in)=(τ_(out) +T _(s))/(TR_(ideal) −C1)  Equation (6)

When the torque through the transmission 24 is negative, such as during a regenerative braking event, the actual torque ratio is greater than the ideal torque ratio (or gear ratio) by the same amount that the ideal torque ratio is greater than the actual torque ratio during motoring. Therefore, the sign of C1 changes during regenerative braking, but the absolute value of C1 remains the same. Therefore during negative torque transfer through the transmission, the τ_(in) based on a desired torque output τ_(out) is:

τ_(in)=(τ_(out) +T _(s))/(TR_(ideal) +C1)  Equation (7)

The input to output torque relationship for the transmission 24 is therefore better characterized by two lines 118, 120 to differentiate between motoring and regeneration, or positive and negative torque. Line 120 in FIG. 3 illustrates the line accounting for proportional losses which add to regenerative braking. Line 120 may be characterized by rearranging Equation (7) as:

τ_(out)=(τ_(in)*(TR_(ideal) +C1))−T _(s)  Equation (8)

The inclusion of a torque converter, pump losses, and dynamic inertia losses can be consistent across the transmission controls development process. For example, when the vehicle includes a torque converter 22, the torque input τ_(in) when the vehicle is motoring may be determined as:

τ_(in)=((τ_(out) +T _(s))/(TR_(ideal) −C1))*(1/TR_(torque) _(—) _(converter))+Loss_(pump)+Loss_(dyn) _(—) _(inertia)  Equation (9)

When the M/G 14 is generating or when the vehicle is regenerative braking such that the transmission output torque is negative, Equation (9) is modified so that the torque input τ_(in) may be determined from the following equation:

τ_(in)=((τ_(out) +T _(s))/(TR_(ideal) +C1))*(1/TR_(torque) _(—) _(converter))Loss_(pump)+Loss_(dyn) _(—) _(inertia)  Equation (10)

The torque converter 56 may be connected between the M/G 14 and the transmission 24. The torque converter 56 may also be included in the transmission 24. When the torque converter 56 is locked, the torque ratio of the torque converter is 1:1.

The control system 42 is configured to determine a lash zone for the vehicle based on the gear of the transmission, and to use the determined lash zone during vehicle operation to predict or detect an impending lash zone, which may in turn be used in a control strategy to mitigate the effect of the driveline lash crossing.

First, the controller 42 receives a vehicle torque request at 150, such as a torque request from the driver through a tip in or tip out event. The vehicle torque request is a request for a wheel torque, which relates to τ_(out). The controller 42 converts τ_(out) to τ_(in) based on the ideal torque ratio of the transmission 24, as represented by block 152.

The controller 42 determines the value for the current gear, or alternatively the actual torque ratio, as represented by block 156. The actual torque ratio may be stored in a lookup table which corresponds to the current gear, or corresponds to whether the vehicle is motoring or regenerative powertrain braking, as described above.

The actual torque ratio is used with the transmission speeds, either estimated or actual, to determine the non-proportional loss, as represented by block 154. The non-proportional loss values may be stored in a lookup table which corresponds to the current gear and is accessed or indexed by the transmission speeds, as described above when later calculating the actual torque ratio 156.

The controller 42 determines the torque proportional loss, as represented by block 158 of FIG. 4. The proportional loss values may also be stored in a lookup table with a separate set of values for each of the available gears or torque ratios, as well as negative torque values or positive torque values.

Block 160 represents determination of a proportional loss coefficient based on the currently selected gear. This factor may be used to fine-tune or calibrate the torque determination for any additional losses which may not be included in the torque loss terms described above.

The controller 42 then determines at 162 whether the torque is in a positive or negative direction through the transmission and driveline, i.e. whether the vehicle is motoring or generating/braking, or whether the driveline is in a drive configuration or driven configuration. If the vehicle 10 is motoring with the driveline in a drive configuration, or has positive torque flowing from the engine 12 and/or M/G 14 to the wheels 16, the controller 42 proceeds to 164 to calculate the τ_(in) using Equation (6). The entry point to the lash zone is calculated at block 166 by calculating the τ_(in) when τ_(out) is zero, or another designated value.

If the vehicle 10 is generating/braking with the driveline in a driven configuration, or has torque flowing from the wheels 16 to the engine 12 and/or M/G 14, the controller 42 proceeds to 168 to calculate the τ_(in) using Equation (8). The entry point to the lash zone is calculated at block 170 by calculating the τ_(out) (or torque input to the driveline or transmission) when τ_(in) is zero, or another designated value.

The lash zone entry points from 166 and 170 are used at block 172 to provide a lash zone to the control system 42 for use in a backlash crossing control algorithm.

Lash zone crossing control may be handled differently by a control algorithm based upon whether the engine 12 is off such that the vehicle 10 operates in an electric-only mode, or the engine 12 is on, such that the vehicle operates in a hybrid mode with the M/G 14 also operating. In the engine-off case, the only actuator is the M/G 14, so net transmission input torque, τ_(in), is equal to the motor torque. In the engine-on case, there are two actuators acting upon the transmission input shaft, so the net transmission input, τ_(in), is equal to the M/G 14 torque plus the engine 12 torque. Thus, only motor 14 torque is controlled in electric drive whereas both motor torque and engine torque are controlled and blended in a hybrid drive.

The M/G 14 may provide better control crossing through the lash zone than the engine 12. The improved control is more apparent in the deceleration case because the engine 12 is typically controlled using spark retard or a similar technique. The M/G 14 generally has good authority near zero torque and/or around zero or near zero speeds. The M/G 14 has a faster response time than the engine 12, which may lag due to throttle response, and the like. Additionally, the M/G 14 may have more accurate control over the amount of torque provided by it compared to the engine 12.

FIG. 5 illustrates an example of input torque and output torque during a lash crossing event with no control in place to mitigate any lash crossing effect. In the tip-in case in FIG. 5 a, a command for tip-in is shown at 200. The input and output torques 202, 204 are going from a negative value, i.e. charging, regeneration or cruise, to a positive value with propulsion or motoring. As the net input torque 202 goes through the lash 206 region from R1 to R2, the gears in the transmission and driveline are relaxed and torque does not increase linearly at the output as shown by 208. When R2 is reached at the end of the lash zone 206, the gears mesh suddenly, causing a surge in output torque at 210. The surge winds the driveline up like a spring, and then the spring energy is released causing a resulting oscillation at 212.

A similar phenomenon happens during the tip-out case shown in FIG. 5 b with no lash crossing control. During tip-out as shown by a tip out command on line 214, the input and output torques 216, 218 go from positive, i.e. propulsion or motoring, to negative, i.e. charging or regeneration. As the net input torque 216 goes through the lash 220 region from R1 to R2, the gears in the transmission and driveline are relaxed. When R2 is reached at the end of the lash zone 220, the gears mesh suddenly, causing a downward surge in output torque at 222. The surge winds the driveline up like a spring in the opposite direction compared to FIG. 5 a, and then the spring energy is released causing a resulting oscillation at 224.

FIG. 6 shows a lash crossing event while the engine 12 is off, with motor 14 torque control used to mitigate the lash event in a tip in case in FIG. 6 a and a tip out case in FIG. 6 b. The net input torque to the transmission 24 is equal to the motor 14 torque since the engine 12 is off. The engine 12 may be disconnected with the disconnect clutch 18 opened. During the tip-in event at 250 in FIG. 6 a, the motor torque 252 rises quickly as driver demand increases until input torque point R1 is reached. From R1 to R2, within the lash zone 254, the motor torque 252 is increased slowly as a ramp or filter function until net input torque reaches R2. Although motor torque 252 is shown as a line across 254, the motor torque 252 may be modulated to any desired profile, and in one embodiment is provided from a two dimensional look up table with a tailored response for the vehicle.

After the lash region 254, normal torque control is resumed, with a fast ramp or filter to bring the torque 252 up to driver demand in a smooth fashion. By controlling the rise or charge in input torque 252 through the lash region 254, the transmission 24 is walked through its relaxed state, which slowly brings the gear teeth in one or more gear meshes together from the relaxed state, and little or no clunk occurs, as shown by the output torque 256. Once the gear teeth are meshed at R2, more motor torque 252 may be applied without a harsh event and the resulting harsh oscillation.

A similar type of control crossing through a lash region is used in the tip-out case in FIG. 6 b. After a tip out event at 260, the motor torque 262 is reduced quickly to meet driver demand or charge/regeneration demand until point R2 is reached. From R2 to R1, within the lash zone 264, the torque 262 is controlled in a slow ramp or filter function until point R1 is reached. The motor torque 262 may be controlled to any profile through the lash region 264. In one embodiment, the motor torque 262 is rapidly decreased by a large amount before the lash zone 264, and is reduced by a much smaller amount through the lash zone to control and reduce lash in the driveline. At point R1, the gear teeth are meshed, and more motor torque 262 may be applied in the negative direction without a harsh event or oscillation, as shown by the smooth output torque 266.

FIG. 7 shows a lash crossing event while the engine 12 is on and the vehicle 10 is operating in a hybrid mode. In this case, the net input torque is equal to the motor 14 torque plus the engine 12 torque. Thus, it is necessary to control both motor 14 and engine 12 torque to mitigate a lash crossing event. Since the M/G 14 has a faster response time and more accurate control over the torque provided, the M/G 14 torque generally leads through the lash region and the engine 12 torque is generally held. The engine 12 torque is commanded to a constant or generally constant value while the motor 14 torque is modulated to achieve the desired effect in net transmission input torque. During the lash region of R1 to R2, the motor torque response leads the engine torque response in both the tip-in and tip-out cases.

During the tip-in event at 300 shown in FIG. 7 a, the motor torque 302 rises quickly as driver demand increases until input torque point R1 is reached for the net input torque 304. The motor torque 302 is typically lifted up quickly to meet driver demand, and leads any rise in engine torque response from the throttle, which is referred to as torque transient filling. From R1 to R2, within the lash zone 306, the engine torque 308 is commanded to be generally constant and the motor torque 302 is increased slowly as a ramp or filter function to control the torque across the lash zone until net input torque reaches R2 and the gear teeth are smoothly meshed. Of course, the motor torque 302 may be commanded to any profile to correspond with the engine torque 308 and to control torque through the lash zone 306. After the lash zone 306, normal torque control is resumed, with engine torque 304 rising up to driver demand in a smooth fashion. Notice that the output torque 310 does not have any noticeable backlash.

During a tip-out event 350, illustrated in FIG. 7 b, the engine torque 352 is reduced quickly to meet driver demand until the input torque point R2 is reached. From R2 to R1, within the lash zone 354, the engine torque 352 is held constant at a nominal or other value greater than zero. The motor torque 356 is controlled in a slow ramp, filter function or other profile through the lash zone 354 until point R1 is reached. The input torque 358 is the sum of the engine torque 352 and the motor torque 354. At point R1, the gear teeth are smoothly meshed, and more torque can be applied by the motor and/or engine in the negative direction without a harsh event or oscillation, as shown by the output torque 360. Engine torque 352 is allowed to fall to an idle value.

The lash zone crossing control algorithm is shown as a flowchart in FIG. 8. The left portion of the flowchart generally shows operation where driver demand is increasing, or tip in conditions, and the right portion of the flowchart generally shows the operation while driver demand is decreasing, or tip out conditions.

The controller 42 begins at block 400, and proceeds to block 402 where it determines if the input torque, τ_(in), is positive or negative. If the input torque is positive, the controller 42 proceeds to 404, where it determines if driver demand is decreasing, such as through a tip out event. If driver demand is decreasing at 404, the controller 42 monitors the transmission input torque compared to the lash zone. If the transmission input torque enters the lash zone at 406, the controller 42 determines if the engine 12 is operating and providing torque at 408. If the engine 12 is not operating, which correlates to an electric only mode of operation for the vehicle, the controller 42 controls the decrease in motor 14 torque until the lash zone is exited at 412. If the engine 12 is operating at 408, correlating to a hybrid mode for the vehicle, the controller 42 holds the engine 12 torque output constant, or to a steady value at 410, and also controls the decrease in motor 14 torque until the lash zone is exited at 412.

If the input torque at 402 is negative, the controller 42 proceeds to 414, where it determines if driver demand is increasing, such as through a tip in event. If driver demand is increasing at 414, the controller 42 monitors the transmission input torque compared to the lash zone. If the transmission input torque enters the lash zone at 416, the controller 42 determines if the engine 12 is operating and providing torque at 418. If the engine 12 is not operating, which correlates to an electric only mode of operation for the vehicle, the controller 42 controls the increase in motor 14 torque until the lash zone is exited at 422. If the engine 12 is operating at 418, correlating to a hybrid mode for the vehicle, the controller 42 holds the engine 12 torque output constant, or to a steady value at 420, and also controls the increase in motor 14 torque until the lash zone is exited at 422.

As such, various embodiments according to the present disclosure provide for control of backlash in a driveline when crossing through the lash zone during a vehicle acceleration or deceleration event, such as for a tip in or tip out event. The engine and/or the electric machine are controlled depending on the operational mode of the vehicle, and based on a positive or negative input torque to the transmission. For electric only operation of the vehicle, the torque output of the electric machine is controlled through the lash zone as a ramp, filter function, or other profile. For hybrid operation of the vehicle, the torque output of the engine is generally held constant across the lash zone while the torque output of the electric machine is controlled and modulated using a ramp or filter function or other profile to reduce lash. Generally the motor torque leads while the engine torque is held generally constant through the lash zone to control the input torque and reduce lash.

While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. Additionally, the features of various implementing embodiments may be combined to form further embodiments of the invention. 

What is claimed is:
 1. A method for controlling a vehicle having a traction motor comprising: controlling the traction motor torque through a region surrounding a vehicle wheel torque reversal; controlling driveline input torque during torque reversal of driveline output torque to limit rate of change of output torque; and controlling traction motor torque during a torque reversal of at least one powertrain component to limit rate of change of the torque applied to the powertrain component.
 2. The method of claim 1 wherein traction motor torque is controlled to a first rate of change before the region, and is controlled to a second rate of change through the region, the second rate of change slower than the first rate of change.
 3. The method of claim 1 further comprising controlling the traction motor torque to a specified profile through the region.
 4. The method of claim 1 wherein the vehicle includes an engine, the method further comprising: controlling engine torque through the region surrounding the vehicle wheel torque reversal; and controlling engine torque during the torque reversal of the at least one powertrain component to limit rate of change of the torque applied to the powertrain component.
 5. The method of claim 4 wherein the input torque is based on the traction motor torque and the engine torque.
 6. The method of claim 4 wherein the vehicle wheel torque reversal is from negative to positive torque; and wherein the engine torque is held to a generally constant value through the region.
 7. The method of claim 6 wherein the traction motor torque is controlled to a first rate of change before the region, and is controlled to a second rate of change through the region, the second rate of change slower than the first rate of change.
 8. The method of claim 6 wherein the engine torque is increased after the region.
 9. The method of claim 4 wherein the vehicle wheel torque reversal is from positive to negative torque; and wherein the engine torque is held to a generally constant value through the region.
 10. The method of claim 9 wherein the engine torque is controlled to a first rate of change before the region thereby controlling the input torque through the region.
 11. A hybrid electric vehicle comprising: a traction motor; a driveline connected to a vehicle wheel; and a controller configured to control traction motor torque through a region surrounding vehicle wheel torque reversal, control driveline input torque during torque reversal of driveline output torque to limit rate of change of driveline output torque, and control traction motor torque during a torque reversal of at least one driveline component to limit rate of change of the torque applied to the driveline component.
 12. The vehicle of claim 11 wherein traction motor torque is controlled to a first rate of change before the region, and is controlled to a second rate of change through the region, the second rate of change slower than the first rate of change.
 13. The vehicle of claim 11 further comprising an engine; wherein the controller is configured to control engine torque through a region surrounding a vehicle wheel torque reversal and control engine torque during a torque reversal of at least one driveline component to limit rate of change of the torque applied to the driveline component.
 14. The vehicle of claim 13 wherein the input torque is based on the traction motor torque and the engine torque.
 15. The vehicle of claim 13 wherein the vehicle wheel torque reversal is from negative to positive torque; and wherein the engine torque is held to a generally constant value through the region.
 16. The vehicle of claim 15 wherein the traction motor torque is controlled to a first rate of change before the region, and is controlled to a second rate of change through the region, the second rate of change slower than the first rate of change.
 17. The vehicle of claim 13 wherein the vehicle wheel torque reversal is from positive to negative torque; and wherein the engine torque is held to a generally constant value through the region.
 18. A control system for a hybrid vehicle comprising: a traction motor; and a controller configured to control traction motor torque through a region surrounding vehicle wheel torque reversal, and control traction motor torque during a torque reversal of at least one driveline component to limit rate of change of the torque applied to the driveline component.
 19. The control system of claim 18 further comprising an engine; wherein the controller is configured to control engine torque through the region surrounding vehicle wheel torque reversal and control engine torque during the torque reversal of the at least one driveline component to limit rate of change of the torque applied to the driveline component.
 20. The control system of claim 19 wherein the controller is configured to control the traction motor torque to a first rate of change before the region and to a second rate of change through the region, the second rate of change slower than the first rate of change. 